EP1293417B1 - Structure d'aile de véhicule - Google Patents

Structure d'aile de véhicule Download PDF

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Publication number
EP1293417B1
EP1293417B1 EP02018643A EP02018643A EP1293417B1 EP 1293417 B1 EP1293417 B1 EP 1293417B1 EP 02018643 A EP02018643 A EP 02018643A EP 02018643 A EP02018643 A EP 02018643A EP 1293417 B1 EP1293417 B1 EP 1293417B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
fender
vertical wall
rib
upper member
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP02018643A
Other languages
German (de)
English (en)
Other versions
EP1293417A3 (fr
EP1293417A2 (fr
Inventor
Yasumasa Nakata
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP1293417A2 publication Critical patent/EP1293417A2/fr
Publication of EP1293417A3 publication Critical patent/EP1293417A3/fr
Application granted granted Critical
Publication of EP1293417B1 publication Critical patent/EP1293417B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/16—Mud-guards or wings; Wheel cover panels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
    • B60R2021/343—Protecting non-occupants of a vehicle, e.g. pedestrians using deformable body panel, bodywork or components

Definitions

  • the invention generally relates to fender structures of motor vehicles, and more particularly to fender structures of motor vehicles, such as automobiles, in which a fender is mounted on a structural member of the vehicle.
  • a fender structure of a motor vehicle, such as an automobile, in which a fender is mounted on a structural member of the vehicle is known.
  • a support panel 102 is disposed on an apron upper member 100 as a structural member of a vehicle, such as an automobile.
  • the support panel 102 includes a vertical wall 102A, a stepped portion 102B formed on the vertical wall 102A, a holding portion 102C formed on the stepped portion 102B, and a holding claw 104 formed above the vertical wall 102A to extend from the stepped portion 102B upward while being inclined toward the inside of the vehicle as viewed in the width direction of the vehicle.
  • a vertical wall 106A of a fender 106 is supported between the holding portion 102C and the holding claw 104.
  • the height of the holding claw 104 is set smaller than that of the holding portion 102C of the support panel 102.
  • a large stress may be applied to an outer wall 106B of the fender 106 and cause damage to the outer wall 106B, when the vertical wall 106A of the fender 106 slips off the holding claw 104 of the support panel 102 as indicated by the two-dot chain line in Fig. 6.
  • a fender structure of a motor vehicle which includes the features of claim 1 and 8 or a method of impact energy applied to a vehicle fender structure according to the features of claim 9.
  • Dependent claims 2 to 7 and 10 define further improvements of the invention.
  • Fig. 1 is an enlarged cross-sectional view showing a fender structure of a vehicle according to one embodiment of the invention, taken along line 1-1 of the Fig. 5;
  • Fig. 2 is a cross-sectional view showing an operating state of the fender structure of Fig. 1 at the time of a collision with a collision body or object;
  • Fig. 3 is a cross-sectional view showing another operating state of the fender structure of Fig. 1 at the time of collision with the collision body;
  • Fig. 4 is a perspective view showing the fender structure of Fig. 1, when viewed obliquely from the front, inner side of the vehicle;
  • Fig. 5 is a perspective view showing a vehicle in which the fender structure of Fig. 1 is employed.
  • Fig. 6 is a cross-sectional view corresponding to that of Fig. 1, showing a known example of a fender structure of a vehicle.
  • FIG. 1 A fender structure of a motor vehicle according to one exemplary embodiment of the invention will be described with reference to Figs. 1 to 5.
  • arrows denoted by FR, UP respectively represent the forward direction and upward direction of the vehicle
  • arrow denoted by IN represents the inward direction as one of opposite width directions of the vehicle.
  • a boundary 16 between a hood panel 12 of a vehicle body 10 and a fender 14 formed of resin extends in the longitudinal direction (i.e., running direction) of the vehicle at each of opposite end portions of a front hood 18 as viewed in the width direction of the vehicle.
  • a hood inner panel 20 is disposed on the lower side of the hood panel (which may be called a "hood outer panel") 12.
  • the hood inner panel 20 is attached to the hood outer panel 12 such that an outer edge portion 12A of the hood outer panel 12 is fixed by hemming to an outer flange 20A of the hood inner panel 20 which projects outward in the vehicle width direction.
  • An apron upper member 24 as a structural member of the vehicle is located substantially below boundary lines 12B and 14A that provide the boundary 16 between the hood panel 12 and the fender 14, such that the apron upper member 24 extends in the longitudinal direction of the vehicle.
  • the apron upper member 24 consists of an upper member 26 that forms an upper portion of the apron upper member 24, and a lower member 28 that forms a lower portion of the apron upper member 24.
  • the upper member 26 of the apron upper member 24 has an inverted U-shaped cross section as viewed in the longitudinal direction of the vehicle, with an opening of the U shape facing downward.
  • the lower member 28 has an inverted L-shaped cross section as viewed in the longitudinal direction of the vehicle.
  • the lower member 28 includes an upper horizontal wall 28A and a vertical wall 28C that extends downward from one end of the upper horizontal wall 28A.
  • a flange 26B is formed at the lower end of a laterally (or widthwise) outer side wall 26A of the upper member 26, so as to extend outward in the width direction of the vehicle.
  • the flange 26B is welded to a laterally outer end portion 28B of the upper horizontal wall 28A of the lower member 28.
  • the vertical wall 28C is formed at the laterally inner end of the upper horizontal wall 28A of the lower member 28 so as to extend downwardly of the vehicle.
  • a lower end portion 26D of a laterally (or widthwise) inner side wall 26C of the upper member 26 is welded to a laterally inner side surface 28D formed at the upper portion of the vertical wall 28C.
  • the upper member 26 and the lower member 28 cooperate with each other to define a closed space that extends in the longitudinal direction of the vehicle.
  • the fender 14 includes a vertical wall 14B formed below the boundary line 14A so as to extend in the downward direction of the vehicle.
  • the fender 14 also includes a mounting portion 14C to be attached to the upper member 26 of the apron upper member 24, and an inclined portion 14D formed between the vertical wall 14B and the mounting portion 14C so as to extend downward and inward (as viewed in the width direction) from the vertical wall 14B.
  • a first rib 30 acting as an energy absorbing means is formed under the inclined portion 14D so as to face the upper wall 26E of the upper member 26 of the apron upper member 24.
  • the first rib 30 has a triangular shape when viewed in the longitudinal direction of the vehicle.
  • a lower surface 30A of the first rib 30 is substantially parallel to the upper wall 26E of the upper member 26 of the apron upper member 24.
  • a fragile portion 32 which also serves as an energy absorbing means, is formed at a boundary between the vertical wall 14B and the inclined portion 14D of the fender 14.
  • the fragile portion 32 may take the form of a notch 34 formed between the vertical wall 14B and the inclined portion 14D with its opening facing upward.
  • a second rib 36 also serving as an energy absorbing means is formed in the vertical direction of the vehicle on a laterally outer surface of the vertical wall 14B of the fender 14, to be located above the upper wall 26E of the upper member 26 of the apron upper member 24.
  • a lower surface 36A of the second rib 36 extends substantially parallel to the upper wall 26E of the apron upper member 24.
  • an upper surface 36B of the second rib 36 is located in the vicinity of a back surface 14F of an outer wall 14E of the fender 14, and is inclined downward and outward from the laterally outer surface of the vertical wall 14B.
  • Through-holes 42 are formed through the mounting portion 14C of the fender 14, and are arranged at predetermined intervals in the longitudinal direction of the vehicle, as shown in Fig. 4.
  • a bolt 44 is inserted through each of the through-holes 42 formed through the mounting portion 14C of the fender 14, and is screwed or fastened into a weld nut 48 disposed on the lower surface of the upper wall 26E of the apron upper member 24 after passing through a corresponding through-hole 46 formed through the upper wall 26E.
  • the first ribs 30, the fragile portions 32, and the second ribs 36 are formed at predetermined positions of the fender 14 arranged in the longitudinal direction of the vehicle 14.
  • the predetermined positions may be set depending upon a required energy absorbing capability at each portion of the fender 14.
  • the intervals between the adjacent first ribs 30, or adjacent fragile portions 32, or adjacent second ribs 36 are set so as to gradually become shorter in the longitudinal direction from the front to the rear of the vehicle.
  • interval L2 in a rear portion of the vehicle is set to be shorter than interval L1 in a front portion of the vehicle, as shown in Fig. 4.
  • the fender 14 has a relatively large energy absorbing capacity in the rear portion of the vehicle where the collision body is more likely to be an adult pedestrian, and has a relatively small energy absorbing capacity in the front portion of the vehicle where the collision body is more likely to be a child pedestrian.
  • the collision body S such as a head of a pedestrian
  • the inclined portion 14D of the fender 14 is further inclined toward the upper wall 26E of the upper member 26 of the apron upper member 24.
  • the lower surface 30A of the first rib 30 abuts on the upper wall 26E of the upper member 26, thus causing the first rib 30 to deform and thus absorb the energy.
  • the fragile portion 32 of the fender 14 breaks off, thus further absorbing the energy, as shown in Fig. 3.
  • the lower surface 36A of the second rib 36 abuts on the upper wall 26E of the apron upper member 24 causing the second rib 36 to deform and still further absorb the energy.
  • the impact energy applied to the fender 14 is absorbed step by step, thus preventing a large acute stress from being applied to the fender 14 all at once. Accordingly, the impact energy can be effectively absorbed without causing damage to the outer wall 14E of the fenderl4.
  • the intervals between the adjacent first ribs 30, or adjacent fragile portions 32, or adjacent second ribs 36 are gradually reduced in the longitudinal direction from the front to the rear of the vehicle.
  • interval L2 in a rear portion of the vehicle is set to be shorter than interval L1 in a front portion of the vehicle, as shown in Fig. 4.
  • the fender 14 has a relatively large energy absorbing capacity in the rear portion of the vehicle where the collision body S is more likely to be an adult pedestrian, and has a relatively small energy absorbing capacity in the front portion of the vehicle where the collision body S is more likely to be a child pedestrian.
  • the timing and amount of impact energy absorption are appropriately controlled. As a result, an impact acting on the collision body S can be effectively reduced, even if the collision body S is an adult or child pedestrian.
  • an impact acting upon the collision body S is effectively reduced by changing the intervals between the adjacent first ribs 30, or the adjacent fragile portions 32, or the adjacent second ribs 36 between a front portion of the vehicle (interval L1) and a rear portion of the vehicle (interval L2).
  • an impact acting on the collision body S may be effectively reduced by changing the size (height, width and depth) and the shape of the first ribs 30 and the second ribs 36.
  • the fragile portion 32 in the form of the notch 34 is provided at the boundary between the vertical wall 14B and the inclined portion 14D of the fender 14 in the illustrated embodiment, the fragile portion 32 may be provided by forming a through-hole, a recess, or the like. Also, the upper surface 36B of the second rib 36 may be designed to abut on the back surface 14F of the outer wall 14E of the fender 14.
  • a fender structure of a motor vehicle includes a vertical wall portion (14B), a mounting portion (14C) adapted to be mounted on an apron upper member (24) of the vehicle, and an inclined portion (14D) formed between the vertical wall and the mounting portion, the inclined portion extending downward and inward as viewed in a width direction of the vehicle.
  • the fender structure also includes first ribs (30) formed on a lower surface of the inclined portion of the fender such that the first ribs face the apron upper member, fragile portions (32) formed at a boundary between the vertical wall portion and the inclined portion, and second ribs (36) formed on a portion of the vertical wall portion of the fender which is located above the apron upper member so as to extend in the vertical direction of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)

Claims (10)

  1. Structure d'aile d'un véhicule à moteur, comprenant :
    une aile (14) comportant une paroi verticale (14B), un support (14C) adapté pour être monté sur un élément supérieur de jupe (24) du véhicule, et une partie inclinée (14D) formée entre la paroi verticale et le support, la partie inclinée s'étendant vers le bas et vers l'intérieur lorsque vue dans un sens de la largeur du véhicule ;
    au moins une première nervure (30) formée sur une surface inférieure de la partie inclinée (14D) de l'aile avec au moins une première nervure faisant face à l'élément supérieur de jupe ;
    au moins une partie fragile (32) formée au niveau d'une frontière entre la paroi verticale (14B) et la partie inclinée (14D) ; et
    au moins une deuxième nervure (36) formée sur une partie de la paroi verticale (14B) de l'aile située au-dessus de l'élément supérieur de jupe, de manière à s'étendre dans un sens de la hauteur du véhicule.
  2. Structure d'aile selon la revendication 1, dans laquelle :
    l'au moins une première nervure, l'au moins une partie fragile et l'au moins une deuxième nervure comprennent une pluralité de premières nervures (30), une pluralité de parties fragiles (32) et une pluralité de deuxièmes nervures (36), respectivement ; et où
    les premières nervures, les parties fragiles, et les deuxièmes nervures sont disposées dans un sens de la longueur du véhicule à des positions prédéterminées de l'aile de manière à offrir une capacité d'absorption d'énergie prédéterminée au niveau de chacune des positions prédéterminées.
  3. Structure d'aile selon la revendication 2, dans laquelle des intervalles entre des adjacentes les unes aux autres des premières nervures (30), des parties fragiles (32), et des deuxièmes nervures (36) varient dans le sens de la longueur du véhicule.
  4. Structure d'aile selon la revendication 3, dans laquelle des intervalles entre des adjacentes les unes aux autres des premières nervures (30), des parties fragiles (32), et des deuxièmes nervures (36) diminuent dans un sens allant d'un côté avant à un côté arrière du véhicule.
  5. Structure d'aile selon l'une quelconque des revendications 1 à 4, dans laquelle l'au moins une première nervure (30) comprend une surface inférieure (30A) qui s'étend de façon substantiellement parallèle à une paroi horizontale supérieure de l'élément supérieur de jupe.
  6. Structure d'aile selon l'une quelconque des revendications 1 à 5, dans laquelle l'au moins une deuxième nervure (36) comprend une surface inférieure (36A) qui s'étend de façon substantiellement parallèle à une paroi horizontale supérieure de l'élément supérieur de jupe.
  7. Structure d'aile selon l'une quelconque des revendications 1 à 6, dans laquelle l'au moins une partie fragile (32) comprend une encoche (34) entre la paroi verticale et la partie inclinée de l'aile.
  8. Véhicule à moteur, comprenant :
    une carrosserie de véhicule ;
    une structure d'aile ménagée sur au moins une extrémité de la carrosserie de véhicule, ladite structure d'aile comprenant :
    une pluralité d'absorbeurs d'énergie (30, 32, 36) qui absorbent à différentes étapes une énergie d'impact appliquée à la carrosserie de véhicule lors d'une collision du véhicule avec un objet
    une paroi verticale (14B) ;
    un support (14C) adapté pour être monté dans un élément supérieur de jupe (24) du véhicule ;
    une partie inclinée (14D) entre la paroi verticale et le support ;
    une première nervure (30) sur une surface inférieure de la partie inclinée (14D) ;
    une partie fragile (32) prévue au niveau d'une frontière entre la paroi verticale et la partie inclinée ; et
    une deuxième nervure (36) prévue sur une partie de la paroi verticale située au-dessus de l'élément supérieur de jupe, s'étendant dans un sens de la hauteur de la carrosserie de véhicule.
  9. Procédé d'absorption d'une énergie d'impact appliquée à une structure d'aile de véhicule, comprenant les étapes consistant à :
    monter une aile (14) sur un élément supérieur de jupe (24) d'un véhicule, l'aile comportant une paroi verticale (14B), un support (14C), et une partie inclinée (14D) formée entre la paroi verticale et le support, la partie inclinée s'étendant vers le bas et vers l'intérieur lorsque vue dans un sens de la largeur du véhicule ;
    absorber une première partie de l'énergie d'impact dans une première nervure (30) formée sur une surface inférieure de la partie inclinée ;
    absorber une deuxième partie de l'énergie d'impact dans une partie fragile (32) formée entre la paroi verticale et la partie inclinée ; et
    absorber une troisième partie de l'énergie d'impact dans une deuxième nervure (36) formée sur une partie de la paroi verticale située au-dessus de l'élément supérieur de jupe de manière à s'étendre dans un sens de la hauteur du véhicule.
  10. Procédé selon la revendication 9, dans lequel la structure d'aile absorbe les première, deuxième et troisième parties de l'énergie d'impact de façon séquentielle.
EP02018643A 2001-09-18 2002-08-20 Structure d'aile de véhicule Expired - Lifetime EP1293417B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2001282872 2001-09-18
JP2001282872A JP4192452B2 (ja) 2001-09-18 2001-09-18 車両のフェンダ構造

Publications (3)

Publication Number Publication Date
EP1293417A2 EP1293417A2 (fr) 2003-03-19
EP1293417A3 EP1293417A3 (fr) 2003-09-03
EP1293417B1 true EP1293417B1 (fr) 2005-10-12

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EP02018643A Expired - Lifetime EP1293417B1 (fr) 2001-09-18 2002-08-20 Structure d'aile de véhicule

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US (1) US6698820B2 (fr)
EP (1) EP1293417B1 (fr)
JP (1) JP4192452B2 (fr)
DE (1) DE60206580T2 (fr)

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DE60206580D1 (de) 2006-02-23
JP4192452B2 (ja) 2008-12-10
DE60206580T2 (de) 2006-06-22
US20030052517A1 (en) 2003-03-20
US6698820B2 (en) 2004-03-02
EP1293417A3 (fr) 2003-09-03
JP2003089363A (ja) 2003-03-25
EP1293417A2 (fr) 2003-03-19

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